Gearing.



R. JANNEY.

GEARING.

APPLICATION FILED SEPT.19, 1912. 1,071,619, Patented Aug. 26, 1913.

4 SHEETS-SHEET l.

ZUz'Z e35 es:

R. JANNEY.

GEARING.

APPLICATION FILED SEPT. 19, 19124 Patented Aug. 26, 1913.

4 SHEETS-SHEET 2.

witness as.

R. JANNEY.

GEARING.

APPLICATION FILED SEPT. 19, 1912.

1,071,61 9. Patented Aug. 26, 1913.

4 SHEBTS-SHEET 3.

UNITED STATES PATENT OFFICE.

REYNOLD .IANNEY. OF NEW YOBK, N. Y., ASSIGNOR TO THE WATERBURY TOOL COM-PANY, OF NEW BRITAIN, CONNECTICUT, A. CORPORATION OF CONNECTICUT.

ommuo.

Specification of Letters Patent.

Application filed September 19, 1912. Serial No. 721,194.

To a]! whom it may concern:

Be it known that I. REYNOLD JANNEY. a citizen of the United States,residing at New York. in the county of New York and State of New York.have invented certain new and useful Improvements in Gearing.

of which the following is a specification.

This invention relates to gearing one of the primary purposes of theinvention being to provide means of this character whereby one membermay drive another directly or, through an independently-controlleddrive-modifying device. Preferably but not necessarily. thedrive-modifying device is of such nature that changes in speed anddirection of movement can .be secured. Gearing involving my inventioncan be employed with advantage in many different connections.

There are many instances wherein a perfeet control both as to speed anddirection of movement are of the highest importange whereas the powerefficiency is not of so great consequence while at other times thetransmission of power of as high eificiency as possible. is essential.the control of speed and direction of movement being not soimportant.-as one illustration of the many. submarine craft maybementioned. 'hile maneuvering these vessels in a harbor it is of theutmost importance that the operator be able to control his power verycompletely and perfectly. not only in speed but in direction ofmovement. the transmission of power of the highest efiiciency not beingof such great consequence at such time. The same may be said at the timeof immediate attack on an enemys ship; indeed at this moment the succeof the attack depends upon the perfect control of the vessel's mogement.Vhen such a vessel is making a long run from port to port, speed andeificiency are the important considerations. In such a case it isdesirable to be able .to cutout any drive-modifying device and transmitthe power directlv. \Vith my organization -I can securethe,advantagesand perfect control. to which allusion has been made. Asalready intimated the drivemodifying device is of such a nature thatboth changes in speed, and direction of move ment can be accomplished.but there may be cases where s the said device would have means merelyto effect changes in speed without changing the direction of movement{and vice versa although in the case of a submarine craft, bothconditions are re- .quired.

tion is the provision of means whereby the action of the control orequivalent members, except in a definite or predetermined order, ispositively and efiectually prevented.

There are other features of novelty and advantage which with theforegoing will be set forth at length in the following descriptionwherein I will describe in detail that one of the several forms ofembodiment of the apparatus, which I have selected for convenience ofillustration in the drawings accompanying and forming part of thepresent specification. It will be clear that I do not restrict myself tosuch disclosure; 1 may depart therefrom radically in several respectswithin the scope of the invention dcfined by the claims following saiddescription.

Referring to said drawings :Figure 1 is a top plan view of gearingembodying my invention. Fig. 2 is an elevation of said gearing. Fig. 3is an end view of the same as seen from the right in Figs. 1 and 2. Fig.4 is a longitudinal section on the line 4--i of 'Fig. 1. Fig. 5 is atransverse section on the line 5-5 of Fig. 4. Fig. 6 is a top sectional"iew of a portion of the right end of Fig. 4. F 7 is a cross section onthe line 7-7 of Fig. 6. Figs. 8. 9, 10 and 11 are diagrammatic top planviews hereinafter more particularly described.

Like characters refer to like parts throughout the several views whichit will be observed are on different scales.

The apparatus involves in its make-up. a driving member which may be ofany suitable kind; the shaft 2 answers satisfactorily in thisconnection. being preferably in practice driven by power such as thatderived from an electric or gasolene motor '2' (shown conventionally inFigs. 8 to 11) or in any other desirable way. As shown said shaft engineor motor shaft 4. There is also a driven member which also may be of anyconvenient nature. the shaft 5 being shown for such purpose. The drivingand driven shafts 2 and 5 are adapted to be put. into or out of drivingrelation. preferably but not necessarily at will. and while any suitablemeans may utilized for this purpose Patented Aug. 26,1913.

is coupled by the coupling member 3 to the.

Another important feature of the invenclutch means can be very wellutilized, as will hereinafter appear. In conjunction with the drivingand driven members such as the two shafts, there is a drive-modifyingdevice which may be of any desirable kind.

As already stated the drive-modifying device may be of such nature as toeffect changes in direction of movement or speed or both but I preferthat it be of the latter nature in that the same is highly advantageousin many different ways, allusion hav" ing been specifically made to one.What is known as a hydraulicvariable speed gear answers my requirements,the same having as a part thereof, means for controlling it,independently of the driving member-or shaft 2. The hydraulic variablespeed illustrated in the drawings is denoted in a general way by 6, andas it is well-known in the art, it requires no'detailed description. Aswill hereinafter appear said hydraulic variable speed gear, is adaptedfor operative connection with both the driving and driven shafts, andwhile any suitable means may be provided for putting said hydraulicvariable speed gear into and out of working relation with said shafts,clutch means is quite satisfactory as will hereinafte'r appear. In thecaseof a submarine craft or in fact any other connection, where themaximum power efliciency is requiredthe driving shaft 2 will be put intodirect driving connection with the driven shaft 5, whereas whenpreciseness of control is a necessity, as in maneuvering such a ship,both said shafts will be put into operative relation with the hydraulicvariable speed gear 6 so that through the independent control of thelatter, as will hereinafter appear, the driven shaft 5 can be alsogoverned both as to speed and direction of movement, it being understoodthat when the apparatus is installed on a ship, the propeller thereof isconnected with the driven shaft 5.

In the construction shown the two shafts 2 and 5 are co-axial althoughthis is not essential, their inner ends being adjacent.

The base or bed 7 which carries the different parts, is represented asprovided with upstanding bearings 8 which sustain the two shafts. Thedriving or power operable shaft 2 is shown provided with a clutchmember9 fastened, as by pinning, thereto, said clutch member being practicallyat the inner terminal of said shaft. The companion shaft 5 is shownequipped with a clutch member 10 slidably-keyed thereto, and preferablymanually-operable. It will be understood that when the two members 9 and10 are out of engagement, the shaft 2 will not directly drive thecomplemental shaft 5, but that if said two clutch members are engagedsuch a drive will follow, provided that the shaft 2 is in motio Thehydraulic "ariable speed gear device .2, said pinion having an elongatedhub 15 supported in the head of the hearing or upright 8 at the left inFigs. 1 and 2. Said hub 15 terminates at its inner end, in the clutchmember 16 which it will be evident is loose on said shaft 2.Slidably-keyed to said shaft 2 between the fixed and loose clutchmembers 9 and 16, is the clutch member 17. F astened to the outgoingshaft 12, is the spur gear 18 in mesh with the pinion 19, the elongatedhub 20 of which is supported in the head of the bearing 8 at the rightin Figs. 1 and 2, being provided with a rigid clutch member 21, whichwith the pinion 19 and hub 20, are loose on the shaft 5, said clutchmember 21 being cooperative with the clutch-member 10 already described.The clutch members 10 and 17 are shown as oncupying their neutralpositions in Fig. 8 so that if the shaft 2 is in motion, the shaft 5will not be driven either directly or indirectly. If the clutch member17, however, be engaged with the clutch member 16, thus connecting thepinion 14 to the shaft 2, and if the clutch member 10 be engaged withthe clutch member 21, thus connecting the pinion 19 with the shaft 5,both shafts 2 and 5 will be put intooperative relation with thehydraulic variable speed gear 6 as shown in Fig. 9 by reason of whichthe shaft 5 will be driven through said. device 6 and be controlled bythe control of the latter, so that the shaft 5 may be driven either fastor slow or in opposite directions through the primary agency ;of theshaft 2 acting through the intermediate device 6.

In Fig. 11, the clutch member 10 is shown in working engagement with theclutch member 9 and out of operative relation with the clutchmember 21while the clutch member 17 is shown as being out of engagement with theclutch member 16 by reason of which the two shafts 2 and 5 are directlyclutched to each other, the hydraulic variable speed gear 6 at this timebeing out of operative relation with both shafts; this as will beevident is the direct driving relation where high power efliciency isthe desideratum.

While the mechanism thus-far described is advantageous I can as will beobvious employ means specifically different from those described forsecuring the ends in view, the invention residing rather in certainbroad relations rat-her than in any particular mechanism, probably thebroadest feature of vided and is of such character that the action ofcertain members in any other than a definite order, is effectually andpositively v prevented.

As is well known, a hydraulic variable speed gear, includes acontrolling member which ordinarily has a neutral position and incertain existing types of such a device, this part is known as a tiltingbox. When the tilting box is in said neutral position, the outgoin shaftas 12 will be at rest while when said tilting box is moved-in onedirection from said neutral position, said outgoing shaft is operated,said outgoing shaft progressively increasing in speed as the tiltmg boxis moved farther from said netural position. When the tilting box ismoved oppositely from said neutral position the outgoing shaft isreversed and its speed progressively increased as said tilting box ismoved farther from said neutral sition all as is quite common. Thistilting box may be considered as a primary control member, the secondarycontrol member being directly operable by the operator and consisting asshown, of the hand-wheel 25 fastened to the shaft 26 keyed to which is-the pinion 27, the purpose of which will be hereinafter explained. Saidshaft 26 in practice is connected with the tilting .box to which I havealready referred and it and the wheel carried thereb are well knownlinthe art. As understood the turning of this wheel governs the outgoingshaft 12.-of the hydraulic variable speed gear. If the wheel be turnedin one direction said shaft 12 will be rotated in a forward directionwhile opposite turning of the wheel results in reversing said out oingshaft. Manipulating this wheel there ore eflects predetermined movementsor stops the driven shaft 5 when the device 6 is operatively connectedwith said shaft 5 and the driving shaft 2 which relation is shown inFig. 9.

To shift the. clutch member 10, the hand lever 30 is shown, asubstantiallv similar lever 31 being illustrated for shifting the clutchmember 17, the bracket 32 bein provided to sup said two levers, eingbolted or otherwise suitably fastened to the easin of the-hydraulicvariable speed gear 6. ach of the hand levers 30 and 31 is provided witha spring-actuated latch pin 33 operable by a spoon 34 thereon after theusual fashion and adapted to engage in stop holes in the web 35constituting part of the bracket 32, to thereby yieldingly hold saidlevers in their respective shifted positions.

As will hereinafter appear there are interlocking means between theprimary or main control member 25 and the two clutch-operating levers 30and 31, of such character thatsaid parts can be operated only in adefinite way by reason of whlch it is impossible to put the parts out oforder. This interlocking means may vary radically as ;to characteralthough that illustrated and now to be described is quite satisfactory.

In mesh with the pinion 27 is the spur gear turning on a stud 41attached to an extension of the bracket 41 fastened to the casing of thedevice 6, the two gears being so proportioned that when the controlshaft 26 is turned to its extreme angle in either direction, the gear 40will be given not more than a half turn. On the gear 40 13 the pin 42 towhich one end of the connecting rod 43 is pivoted, the opposite end ofsaid rod being connected by a pivot 44 with the slida-ble bar 45, theupstanding web of which has a notch 46 to receive said last mentionedpivot. The bracket 41' is longitudinally grooved to receive the body ofsaid slidable bar which it will be perceived is substantially T shapedin cross section and which presents a convenient stop member, its webhaving in addition to the pivot-receiving notch 46, the relief orreleasing notches 47 and 48. The clutchoperat-ing lever 30 is shownprovided with an angular rigid extension 49, the lever 31 having asimilar extension 50, to which are respectively connected thestop-members 51 and 52 which are shown as consisting of bars pivoted tothe respective extensions and guided for movement in a straight ath bythe guide devices 53. On the unerside of the bar 51 is the stop 54 whilethe companion bar 52 has a stop 55. The steps are rigidly secured to therespect1ve bars 51 and 52. The stop 54, however, has a movable element,such as the spring-operated latch 56 the spring 57 of which constantlyforces the active portion of said latch outward, by virtue of which theblock or stop 54 can move freely through the notch or slot 47 from oneside thereof but not from the opposite side, the latter being preventedby the latch 56. The two outside notches 47 and 48 are intended atproper times, for the passage of the stops or blocks 54 and 55.

The action of the interlocking or stop mechanism is as follows :-In Fig.8 the control shaft 26 of the variable speed gear 6, stands at zero orneutral, the stop member or bar 45 being in its extreme retractedposition or that farthestto the left in sald view. In this relation, theblock or stop 54 is in the path of the stop member 45 and stop is in thenotch 48, so that the stop member 45' cannot be operated, until the twolevers 30 and 31 are moved to positions to effect the release of saidsto member 45. The consequence is that if t eshaft 2 is in motion whichit is assumed to be, it will be the only operating part. In Fig. 9 thelever 30 has been swung to the right while the companion lever 31 hasbeen swung to the left by reason of which the clutch member 10 will beengaged with the clutch member 21 while at the same time the clutchmember 17 will be put into engagement with the clutch member 16, whichresults in putting the variable speed device 6 into operative relationwith the two shafts 2 and 5. If the hand wheel 25 and the tilting boxassociated therewith be in zero or neutral position, the shaft 5 willnot be operated nor will it be until said hand-wheel is moved from itsneutral osition. The instant, however, that said and-wheel is operated,the stop member or bar 45 is Iongitudinally shifted, thus carrying theeffective portion or the uncut part of its Web into the path ofmovement'of the stops 54 and 55 and locking the levers to which saidstops are connected, in their shifted positions and said levers can onlybe released when the said stop bar 45 is returned to Its originalposition. To drive the shaft 5 di rectly from the shaft 2, the leverwill be swung to the left to cause the clutch member 10 to engage theclutch member 9 as shown in Fig. 10, this operation being done when thestop bar is in its retracted position, the lever 31 being retained inits shifted position. As soon as said lever 30 is thus shifted, the stopmember 45 is advanced to its extreme position as shown in Fig. 10, sothat the stop 54 cannot be moved through the notch 47; consequentlybefore the lever 30 can be released it is necessary to return the stopmember 45 to its initlal position. At the same time said stop member 45by locking the stop 54 also prevents shifting of the lever 31.Notwithstanding the fact that at this time, the variable speed geardevice 6 is in action, it is not clutched to the shaft 5 so that saidvariable speed gear device has no effect whatsoever on said shaft 5, thepinion 19 at this idly on said shaft 5. riable speed gear device fromthe shaft 2, it will be necessaryto-return the stop bar 45 to itsoriginal position, at which time the notch 48 will be broughto positethe stop 55 while at the same time t he inner end of said stop bar willbe carriedslightly beyond time running the stop 54, as shown in Figgll;at which point both levers 30 and 31- willbe released sothat the lever31 can swun to the right to disconnect the device 6 rom the shaft 2 andwholly cut out said device '6 and cause the direct drive of the shaft 5from the shaft 2. All that is now required to restore the parts to theirnormal posi- To disconnect the vad tions as shown in Fig. 8 is to swingthe lever 30 to the right in Fig. 11 to bring the clutch member 10 toits neutral position at which point as already set forth and asindicated in said Fig. 8, the shaft will be the only moving part of theapparatus.

By the construction described, it will be seen that I provide means forpositively preventing rotation of the outgoing shaft 12 of the variablespeed gear 6 when the control shaft 26 is in zero or neutral position.Said means is also preferably of such nature'as to prevent theconnection directly of the two shafts 2 and 5, while the 6 isoperatively connected to them oth which Is of advantage in that at suchtime, the speed of the gears 18 and 19 might not correspondwith that ofthe shaft 5 when driven directly. 'Said means is also of such naturethat the ingoing shaft 11 of the variable speed gear device, cannot beconnected unless the control shaft 26 be at zero as otherwise theremight be a conflict of speeds between the wheel 14 and the shaft 2. Saidneansalso prevents the clutching of the shaft 5 with the gear 18 throughthe gear 19 except'when the control shaft 26 is at zero as otherwise theshaft 5 might be required to drive said wheels 19 and 18 and through thesame and the variable speed gear 6, the wheel 9 with. its shaft at anexcessive or impossible speed. It is of course not necessary to employall the-safety means in one installatlon although as will be inferredthe same is highly advantageous. It will also be clear thattheconnections between the drive modif ing device need not be like thosedescribe In fact as already indicated the invention contemplated certainbroad features and to conform to the statute I have shown the best ofthe several modes of carrying the invention into effect While in thediagrammatic Figs. 8 to 11,

dental t e, of illustratib ii, tionclutches as shown in Figs. 1

WhatI claim is:

f 1. The combination of a driving member, a driven member, a hydraulicyariable speed evice, havin a manually operable control member, mecanism com of manually this is only for convenience direct connectionwith each other or for putting said' hydraulic 'ariable speed device Iinto working relation with both the driving ,and driven members, andstop means connected with the respective manually operable shiftingdevices and with said manually operable control member, the stop meansof said shifting devices serving to limit the manually operable controlversa.

as I prefer to employ fri c' movement of those associated with saidmember and vice variable, speed ear I have shown the clutches as beingof the rislng a lurality a operable shi ing mem ers, for putting thedriving and driven members into 2. The combination of a driving member,a driven member, a variable speed device having a manually operablecontrol member, mechanism comprising a plurality of manually operableshifting devices for putting the driving and the driven members intodirect connection with each other or for putting said variable speeddevice into working relation with both the driving and the drivenmembers, and stop means connected with the respective shifting devicesand with said manually operable control member, the stop means of saidshifting devices being adapted to limit the movement of those connectedwith said manually operable control member and vice versa.

3. The combination of a driving member, a driven member, a hydraulicvariable speed device having a manually-operable control member,mechanism, comprising a pair of levers, for putting the driving and thedriven members into direct connection with each other or for puttingsaid hydraulic variable speed device into working relation with both thedriving and driven members, and stop means connected with the respectiveIevers and with said manually-operable control member, the stop means ofthe levers serving to limit the movement of those associated with saidmanually-operable control member and vice versa.

4. The combination of a driving member, a driven member, a hydraulicvariable speed device having an. individual controllin member, mechanismcomprising a. pair 0% manually-operable levers for putting the drivingand the driven members into direct connection with each other or forputting said hydraulic variable speed device into working relation withboth the driving and the driven members, a slidable stop memberconnected with and movable by said controlling member, and a pair ofbars connected with said levers, each bar having a stop, the slidablestop member having notches for the passage of said stops when the leversare in a certain position, and one of said stops having aspring-operated latch to prevent the passage of said stop through one ofsaid notches from one side thereof.

In testimony whereof I aflix my signature in presence of two witnesses.

V REYNOLD JAN NEY. Witnesses:

HEATH SUTHERLAND, F. E. ANDERSON.

